Toy electric railway and apparatus therefor



March 31, 1931. w, ROSENTHAL 1,798,171

TOY ELECTRIC RAILWAY AND APPARATUS THEREFOR Filed Sept. 26. 1929' 3 Sheets-Sheet l lNVENTOR March 31, 1931. L. w. ROSENTHAL 1,798,171

TOY ELECTRIC RAILWAY AND APPARATUS THEREFOR I Filed Sept. 26, 1929 3 Sheets-Sheet 2 J J I 42 4 1'4! 1 2 40 A Q2, ,4 ,QL f

4 /6' 14 y X Y 4, INVENTOR QW/Z. 6

March 31, 1931. w ROSENTHAL 1,798,171

TOY ELECTRIC RAILWAY AND APPARATUS THEREFOR I Filed Sept. 26, 1929 3 Sheets-Sheet 3 l NVENTOR Patented Mar. 31, 1931 LEON W. ROSENTHAL, OF NEW YORK, N. Y.

TOY ELECTRIC RAILWAY AND APPARATUS THEREFOR Application filed September 26, 1929. Serial No. 395,264.

This invention relates to toy electric railways having changeable elements, such as track switches, semaphores, gates and signal lights, combined with power devices for opcrating them.

I have found in toy electric railways that usually whenever one track switch is operated, another one should also be operated, or in other words that the track switches should usually operate in pairs. This is true because the main track of such railways usually forms a circle or ellipse or other closed loop, in which case each diagonal or crossover, and each inner or outerloop, or each shunt of any kind except a dead-end side track, enters the main track at two places. Also where double diagonals, crossing each other or otherwise, or two inner loops are used, the track switches may be operated in two or more pairs. Not onl is it necessary to operate such track switches in pairs in order that the train may reenter the main track as well as enter the shunt track without derailment, but it usually becomes necessary to operate the second track switch rather quickly after the train passes over the enteringswitch because of the comparatively short length of the shunt track between them. So also, where semaphores are employed, there may be one for each track switch, the two forming a pair of changeable elements, and where other devices are used, as for instance a semaphore and gate, they may be associated in pairs.

The principal object of my invention. is to arrange the changeable elements of a toy electric railway in pairs and to provide operating devices for operatingthe elements of each pair in succession automatically, the energy therefor preferably being interrupted to the first device before being supplied to the seconddevice so that the maximum power for operating the devices does not exceed that taken by one and therefore does not impair the normal operation of any of them, and furthermore does not impair the normal operation of the train or the associated electrical devices in case all the energy is supplied from the source of propulsion current. Other advantages resulting from the operation of the elements in pairs appear hereinafter.

Another object is to provide a novel form of combined solenoid and switch for o 'erating one of the changeable elements 0 each pair, the movable terminals of the switch being electrlcally connected to each other and to the ground so that those terminals ma be electrically connected to the structure of the solenoid, or grounded in some other way without requiring an external connection.

In the accompan ing drawings showing the preferred embo iment of my invention, in various combinations, wherein, as an example, individual reversible solenoids energized from a direct current source of propulsion current are employed to operate the changeable elements.

Figs. 1 and 2 show diagrammatically, in their two positions of rest, a track switch and an associated semaphore arm forming a pair of changeable elements; Fig. 3 shows diagrammatically a toy railway of one usual layout with an elli tical main track and an inner shunt track orming a circular loop therewith; Fig. 4 is similar to Fig. 3 except that two inner shunt tracks form two circular loops with the main track; Fig. 5 shows diagrammatically a layout having a diagonal o r crossover for the main track; and Fig. 6 is similar ,to Fig. 5 except that there are two crossing diagonals.

In Figs. 1 and 2, the first double-throw or reversible solenoid RS of the pair has ener- I gizing coils l and 2, and a plunger 3 fastened by a rod 4 to a bridge 5 which has two conducting rollers 6 and 7 arranged to engage the separated contacts 8 and 9 in one position of rest (Fig. 1) or 10 and 11 in the other position of rest (Fig. 2). The rollers are electrically connected by the bridge which is grounded as shown. The rod 4 is also connected to a semaphore arm SA which is pivoted at 12 to indicate clear in Fig. 1 and danger in Fig. 2. The second solenoid RS isthe same as the first except that its rollers 6 and 7 are electrically connected to each other by bridge 5 but insulated from the ground, and the rod 4 is connected to a track switch TS connecting the main track MT and shunt track ST. The single-pole double-throw manual switch S has its blade 13 connected to the insulated terminal of generator G, with one contact 14 connected by wire 15 to the upper end of coils 1 and 1 and with its other contact 16 connected by wire 17 to the u per ends of coils 2 and 2. The lower end 0 .coil 1 is connected by wire-18 to contact 9, and the lower end of coil 2 is connected b Wire 19 to contact 11, whereas the coils o solenoid RS are similarly connected to contacts 9 and 11. Contacts 10 and 8 are connected by wire 20, and contacts 8 and 10 are connected by wire 21.

Fig. 1 shows blade 13 of switch S in engagement with contact 16. However, the energizing current from source G is then interrupted because the circuit to coils 2 and 2, closed at 16, is open at 11 and 11 respectively. Likewise, the circuit to coil 1, closed at 9, is open at 14, while the circuit to coil 1, closed at 9, is open at both 14 and 10. If now blade 13 is thrown to contact 14, current flows through coil 1 from G by wayof 13, 14, 15, 1, 18, 9, 7 and 5 to ground, and the plunger 3 is. drawn into coil 1, carrying with it the bridge 5 moving the semaphore arm SA to the danger position shown in Fig. 2. As soon as roller 7 leaves contact 9, the energizing current to coil 1 is interrupted there, but the plunger continues its movement by momentum until the rollers 6 and 7 engage contacts 10 and 11 as shown in Fig.2. When roller 6 engages contact 10, current flows through energizing coil 1 from G by way of 13, 14,15,1',1s',9',7',5',e', s, 20, 10,6 and 5 to ground whereupon plunger 3 is drawn into coil 1. As soon as rollers 5 or 6 leave contacts 8 or 9, the energizing current to coil 1 is interrupted there, but the plunger continues its movement by momentum until the rollers engage contacts 10' and 11 as shown in Fig. 2.

With the parts in the position shown in Fig. 2, no energizing current flows to either coil of solenoid RS, because the circuit to coil 1, closed at 14, is open at 9, and the circuit to coil 2, closed at 11, is open at 16. Likewise no current flows to either coil of solenoid RS, because the circuit to coil 1, closed at 14, is open at 9, and the circuit to coil 2', closed at contact 11, is open at both 16 and 8. If now blade 13 is thrown to contact 16, current flows through coil 2 from G by way of 13, 16, 17, 2, 19, 11, 7 and 5 to ground, and the plunger 3 is drawn into coil 2, carrying with.

it the bridge 5. As soon as roller 7 leaves contact 11, theenergizing current to coil 2 is interrupted, but the plunger continues its movement by momentum until rollers 6 and 7 engage contacts 8 and 9 and the semaphore arm attains the clear position as shown in Fig. 1. When roller 6 engages contact 8, current flows through coil 2 from G by way of 13, 1e, 17, 2', 19', 11', 7', 5', 6', 10', 21, s, 6 and 5 to ground and the plunger 4' is drawn into coil 1 As soon as roller 6 or 7 disengages contact 10 or 11, the ener izing current to coil 2 is inter upted, but the plunger continues its movement by momentum into coil 2 until the rollers 6 and 7 engage contacts 8 and 9, and the track switch TS attains its open position, as shown in Fig. 1.

In Fig. 3 the shunt track ST forms a circular loop with the portion MT of the main track, and is connected thereto by a pair of track switches TS and TS operated by solenoids RS and RS respectively; Upon initiation of the current flow from source G by throwing the switch S, the solenoids operate in succession automatically with automatic current cut oil as described in connection with Figs. 1 and 2. In Fig. 3, however, G is the source of propulsion current also. The insulated third rail sections 22, 23, 24 and 25 of the main track are insulated from each other where indicated by the breaks therein and are also insulated from third rail section 26 of the shunt track ST. Sections 22 and 24 are permanently connected to the source of current G by wires 27 and 28 respectively, while sections 23 and 25 are con nected by wires 29 and 30 to contact 14 of switch S, and section 26 is connected by wire 31 to contact 16.

In the position shown in Fig. 3, both track switches TS and TS are open, thereby connecting the shunt track ST to the main track MT. No current flows to either solenoid but the third rail section 26 is energized as well as sections 22 and 24. A train 1n the circular loop therefore travels around it. If now switch S is thrown to contact 14 while a train is on ST, it will tend to stop, because section 26 is deenergized immediately that the blade of switch 13 leaves contact 16.. As soon as the blade engages contact 14, sole-' noids RS and RS operate in succession automatically to move track switches TS and TS to closed osition, disconnecting the shunt track MT and making the main track MT, MT continuous. If switch S is thrown to contact 14 when the train is on main track MT, the train will thereafter travel around the main track MT, MT, without slowing down, because the third rail sections'23 and 25 are then energized.

If now switch S is thrown back to contact 16 while the train is on section MT, the train Wlll then travel around the circular loop without slowing down, and if it is thrown a shunt track ST and the portion MT connect- T from the main trackv ed by the track switches TS and TS. Two pairs of solenoids RS, RS and RS RS operate the two pairs of track switches, the first pair of solenoids bein controlled by the switch S and the secon pair by switch S. The third rail is divided into t e insulated sections 32, 33, 34, 35, 36 and 37, which in effect' reproduce in each of the two halves of Fig. 4, the sectionalization shown in the left half of Fig. 3. In the arrangement of Fig. 4, a train may travel around the circular loop ST, MT or ST, MT, or around the outer loop formed by MT, MT, MT and MT, depending upon the position of the track switches. In the position shown, track switches TS and TS are 0 en, for the operation of a train around the 00p ST, MT and track switches TS and TS are open, foroperation of the train around the circular loop ST and MT, the third rail sections 32, 38, 35 and 39 being energized from source G by wires 40, 41, 42 and 43 respectively, and the sections 33, 34, 36 and 37 being deenergized as a result of the open circuit at contacts 14 and 14'. To operate the trains around the outer loop, switches S and S are thrown to contacts 14 and 14, whereupon the track switches are operated in pairs in succession automatically by the solenoids to connect MT and MT with MT and MT the third rail sections 33, 34, 36 and 37, which were previously deenergized, now being energized, and sections 38 and 39, which were previously energized, now being deenergized, to prevent or reduce the possibility of derailment in the manner that is now obvious from the foregoing.

In Fig. 5 the shunt track ST is a diagonal or crossover between the two sides of the main track MT. The pair of track switches TS and TS are operated in succession automatically by the solenoids RS and BS. The insulated third rail sections 44 and 45 are permanently energized from the source G b Wires 46 and 47 whereas the insulated third rail sections 48 and 49. are connected to contact 14 by switch S by wire 50, and the insulated third rail section 51 is connected to contact 16 by wire 52. As shown, the track switches are open, thereby connecting both ends of the diagonal ST with the main track. If now the track switches are not thrown to their closed position after the train leaves the diagonal, the train will stop on the deenergized section 48 if proceeding right to left on that section, or will stop on section 49 if proceeding from left to right on that section.

' Vvhen switch S is thrown to contact 14, the

track switches TS and TS are operated by solenoids RS and RS in succession automatically, thereby disconnecting the diagonal from the main track, and the third rail sections 48 and 49 become energized, whereupon the train, whether sto ped on section 48 or 49, or running on sections 44 and 45, passes around the main track. If the train is'on the diagonal ST when the switch is thrown to contact 14, then the train will tend to stop on the diagonal as a result of the deenergization thereof.

4 Fig. 6 shows two crossing diagonals, forming an outer loop, consisting of MT, MT, M MT, and also formin a fi ure 8 consisting of MT, ST, ST, M S 2 and ST". There are two a1rs of track switches TS, TS and TS T operated by solenoids RS, RS and RS RS from the source G. Since in this case all four track switches should be operated whenever the travel of the train is changed, one track switch of each diagonal may form the pair which operate in succession automatically, as shown, or if desired, the two track switches at the end of each diagonal may form the air. For the same reason it may also be cally connect the blades of the two manual switches S and S, as shown, so that they operate together. The third rail is divided into insulated sections 53 and 54 which are permanently energized from the source G by wires 55 and 56, insulated sections 57 and 58 connected by wires 59 and 60 to contact 14 of switch S, insulated sections 61 and 62 connected by wires 63 and 64 to contact 14 of switch S, insulated section 65 of one diagonal connected by wire 66 to contact 16 of switch S, and finally insulated section 67 of the other diagonal connected by wire 68 to contact 16 of switch S. With the track switches TS, TS, TS TS in open position esirable to mechanias shown, connecting the ends of the diagonals with the main tracks, a train will run around the figure 8 track, the third rail sections 65 and 67 being energized through contacts l6 and 16of switches S and S. If now the track switches are thrown to their closed position to disconnect the diagonals, the third rail sections of the diagonals will be deenergized as soon as the blades of the switches leave contacts 16 and 16, so that a train then upon either dia ona-l traveling in either direction will tend to stop before reaching the track switch. As soon as the switches engage contacts 14 and 14, the third rail sections 57, 58, 61 and 62 become energized, so that a train then on the main track MT or MT will continue around the outer loop. If the switches S and S are thrown back to contacts 16 and 16, when the train is operating on the outer loop, the third rail sections 57, 58, 61 and 62 will be deenergized immediately that contacts 14 and 14 are disengaged, and the third rail sections of the diagonals will become energized as soon as contacts 16 and 16 are engaged. If the train is on main track MT or MT at the time, traveling in either direction, it will tend to come to a stop before reaching the track switch set against it, but if it is on the main track MT or MT at the time, it will continue traveling, but in the figure 8 instead of around the outer loop.

It will be observed in Figs. 3, 4, 5 and 6, that although the source of propulsion cur rentis also the source ofenergization of the solenoids, the propulsion current does not pass through the switch contacts of any solenoid, but is conducted to and from the various third rail sections by wires leading directly to the generator or directly to the contacts of the manual switch or switches. In this way, interruption of the comparatively large propulsion current is avoided at the contacts of the solenoid switch.

It will also be observed in connection with Figs. 3,, 4, 5 and 6, that the full length of the shunt track, whether it be a diagonal portion or a portion of a loop, is electrically. continuous. In this way the probability of a train coming to a full stop before reaching a trackswitch set against it, in case a manual switch is operated while a train is on the shrfnt track, is the maximum.

Reference is made to the prior invention of Frederick W. Hehre, application Serial No. 366,590, filed May 28, 1929, which shows means for energizing and deenergizing third rail sections tending to prevent derailment on a switch set against the train; and also to the prior invention of said Hehre, application Serial No. 395,016,, filed Sept. 25, 1929, which shows a double-throw or reversible solenoid constructed and arranged to automatically interrupt its operating energy; and also to the prior invention of said Hehre, application Serial No. 395,017, filed Sept. 25, 1929, which shows any number of solenoids arranged for operation in succession automatically. 1

Having described my invention, what I claim is:

1. In combination with a toy electric railway having a main track, a shunt track with a track switch at each end connecting it with the main track, and a source of propulsion current, of means for operating said pair of switches in succession automatically after in-' itial manual actuation and for automatically energizing and deenergizing said tracks from said source.

2. In combination with a toy electric railway having a main track, a shunt track with a track switch at each end connecting it with the main track, and a source of propulsion current, of means for operating said pair of switches in succession automatically after initial manual actuation, and means for deen-- ergizing the shunt track when the track switches disconnect it and for energlzing the a shunt track when the track switches connect it.

3. In combination with a toy electric railway having a main track, a shunt track with electrical means for operating said track switch and for energizing and deenergizing the whole length of said shunt track.

4. In combination with a toyelectric railway having a main track, a shunt track with atrack switch connecting it with the main track, and a source of propulsion current, of power means for operating said track switch, and manual means for initiating the operation of the power means and for energizing said tracks rom said source directly.

5. In combination, with a toy electric railway having a main track, a shunt track with a track switch at each end connecting it with the main track, and a source of propulsion current, of means for operating said air of switches in succession automatically ater initial manual operation and for energizing and deenergizing said tracks from said source, said means being arranged to cut-01f current from itself automatically after operation of said track switches.

Intestimony whereof I aflix my signature.

LEON W. ROSENTHAL.

a track switch connecting it with the main track, and a source of propulsion current, of 

